That's a bit strange... I've taken 333 / 334 a few times now, and it's always been the same aircraft. But your list shows 334 as doing HJR-VNS-DEL on one plane and DEL-BOM on another.

The only time this happened was the last time I went home and that was because the flight got delayed in HJR and Jet seem to have a policy that the BOM flight will not wait for anyone, so we ended up going home from DEL on 362 instead. They came and gave us new boarding passes and baggage tags inside the aircraft - impressive!

Jasepl - There may be slightly different rotations in use for the reduced Saturday schedule since a handful of flights operate only on weekdays. I'll try and get the same data for a weekday sometime next week and see how it compares.

"The A340-300 may boast a long range, but the A340 is underpowered" -- Robert Milton, CEO - Air Canada

Jet has the capabilty to switch aircraft at short notice and they do. These data you have given, if I am not wrong are apparently compiled from operational FLIFO available through Sabre since what you have given are ATAs ATDs.Why dont u post the captain's names as well? Or dont Jet give it out any longer?

No offence meant - but this info esp at this point of time is a waste of time. I doubt whether Jet will stick to this schedule once fog sets in. They dont believe in wasting their money training captains for CAT III ops unlike IC who have quite a few trained. What Jet does instead is to reschedule flights in such a way that there are hardly any early morning departures from DEL during the thick of the fog.

By the way - I hope Jet is still not persisting with giving operational info through FLIFO to all the travel agents world wide. I am yet to come come accross another airline who gave the PICs name for each flight to travel agents. Getting info through Intranet is one thing, but giving the access to info worldwide to any travel agent having a GDS was I think going overboard. Or do Jet beleive that their frequent flyers now have got to the stage that they only fly with certain captains? I hope not!

These data you have given, if I am not wrong are apparently compiled from operational FLIFO available through Sabre

Absolutely. Actually, although my CRS access is not SABRE I can still access 9W's partition using DirectAccess.

this info esp at this point of time is a waste of time

Well, I was testing some software that tracks fleet utility and since 9W had all their data conveniently available they made a good guinea pig to try it out on. I was also curious to identify where they overnight their fleet and where they could conceivably make changes to that as Mumbai continues to be pressed for overnight parking bays. No info is ever a waste of time when you look at the big picture.

I am yet to come come accross another airline who gave the PICs name for each flight to travel agents

Not only that, but if you look close enough there is other data included in the FLIFO that really shouldn't be publicly accessible such as fuel loads, supy crew, etc...

"The A340-300 may boast a long range, but the A340 is underpowered" -- Robert Milton, CEO - Air Canada

I am not blaming you - I used to do it earlier myself , and as you said getting the bigger picture is important. The GDS I used was the last go get it (and first to loose it as well - due to an access level upgrade) but it was good while it lasted.

Now that you are testing it out, watch the fun when the fog starts. There is a DEL BOM TRV flight and usually wha used to happen is that the DEL BOM leg will get delayed , while the BOM TRV leg would be operated using another aircraft usuallty at the scheduled time. Flight schedules being what they are to TRV, it meant those unfortunates idiotic enough to be booked on the one stop service never makes it to TRV, IC has a flight on the same route, but they used to operate the same aircraft as far as possible right up to TRV.

Very interesting information! I really enjoy sitting down with data like these and check how other airlines rotate their airframes through their system. Didn't really have time to take a close look at the information you posted, but I already noted the following nett airframe displacements:

- no nett change for the ATR and B734/739 fleet

- there is a nett repositioning of one B737-700 between BLR and BOM

- there is a nett repositioning of one B737-800 from MAA to BLR

which all together makes for an overnight capacity increase at BLR (737 to 738), an additional airframe at BOM and one fewer airframe at MAA.

I guess this repositioning has to do with the fact that the airline operates a reduced Saturday/Sunday schedule? It would be interesting to see if their weekday operations are showing similar asymmetrical constructions or whether they operate a more rigid schedule. With 6 to 8 sectors per airframe and a rather extended network to be serviced, I guess there is limited degrees of freedom in the operation to swap capacity between different routes without causing operational instability, although I haven't really looked at the details close enough yet.

Anyway, thanks for sharing the information. I'm planning to take a closer look at it later.